Computer-aided analysis of multibody dynamics (part 2)

Multiphysics modelling of railway vehicle equipped with pneumatic suspension

Nicolas Docquier
(nicolas.docquier@uclouvain.be)

GraSMech Multibody

Contents
Railway vehicle description Classical railway vehicle Secondary pneumatic suspension Modelling and numerical methods Multibody Pneumatic Co-simulation Application Delta Q/Q Curve entry
GraSMech Multibody

Contents
Railway vehicle description Classical railway vehicle Secondary pneumatic suspension Modelling and numerical methods Multibody Pneumatic Co-simulation Application Delta Q/Q Curve entry
GraSMech Multibody

Railway vehicles
Principle parts Carbody

Running gear
Rigid-frame vehicles

Bogie vehicles

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Conventional bogie
Main components
Bolster Secondary suspension Bogie frame Primary suspension

Wheelset

Axle box

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Conventional bogie
Main components
Bolster Secondary suspension Bogie frame Primary suspension Anti-roll bar

Wheelset

Axle box

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Conventional bogie
Main components
Traction rod Bogie frame Primary suspension Bolster Secondary suspension

Wheelset

Anti-roll bar

Axle box

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Variant of the conventional bogie

Conventional bogie Jakobs bogie

Tyred bogie Independant wheels bogie

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Pneumatic circuit
Pneumatic bellow

Stiffness: k

Ae2 p0 V0

Effective area: Ae = 0.1 0.4 m2 Volume: V0 = 10 40 l Static load: 50 130 kN

pressure: p0 = 4 8 bar

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Pneumatic circuit
Auxiliary tank

VR = 20100 l volume stiffness k

Ae2 p0 V0 + Vr

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Pneumatic circuit
Pipe orifice

pressure drop

pneumatic damping

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Pneumatic circuit
Levelling valve

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Pneumatic circuit
Levelling valve

load

carbody height air admission GraSMech Multibody

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Pneumatic circuit
Levelling valve

load

carbody height air exhaust GraSMech Multibody

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Pneumatic circuit
Levelling valve

Air flow pb2<pb1

neutral position

pb1 exhaust

Lever position admission

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Pneumatic circuit
Safety valve

Air flow

carbody height sudden air exhaust GraSMech Multibody

Lever position

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Pneumatic circuit
Differential pressure valve

Air flow

(pr-pl)

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Pneumatic circuit configurations

4 point suspension

2 point suspension

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Suspension classification
Bogie
Conventional Jakobs bogie

Levelling

2 points

4 points

Anti-roll bar

With

Without

Auxiliary tank

With

Without

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Contents
Railway vehicle description Classical railway vehicle Secondary pneumatic suspension Modelling and numerical methods Multibody Pneumatic Co-simulation Application Delta Q/Q Curve entry
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Multibody modelling
Carbody modelling 6 dof Torsion
2 rigid bodies 1 revolute spring

Bogie modelling 4 bodies

Bolster Frame 2 wheelset

Wheel/rail contact constraint

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Multibody modelling
Simpack Relative coordinate as Robotran Joint library

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Multibody modelling
Simpack Relative coordinate as Robotran Joint library

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Multibody modelling
Simpack Dedicated railway interface

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Multibody modelling
Simpack Dedicated railway interface

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Pneumatic modelling
Pneumatic circuit

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Valve modelling
Differential valve Levelling valve Exhaust valve

q = f (pbellow, lever pos) q = f (pd, pg)

Flow pb2<pb1 (pd-pg) pb1 exhaust Lever position admission Flow

q = f (pbellow, lever pos)

Flow

Lever position

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Bellow-tank subsystem
Simpack approach Equation of motion of the pipe
&+ mt & y

t
2

& 2 + ( pc pr )At = 0 At y

Volume variation in the bellow and tank p

V = cste M

Air flow approach &) & c = ( RqtbT pcV p Bellow c Vc & r = RqtbT p Tank Vr
Mass

Volume

Pipe differential equation

&rc = f ( pr pc , qrc ) q

algebraic equation

qrc = f ( pr pc )

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Bellow-tank subsystem
Model comparison Sinusoidal excitation
z(t) = zmax sin (2 f t)

Reaction force F = (pc-pa)Ae

4.6 4.4 Force [N] 4.2 4 3.8 3.6 0 0.2 0.4 0.6 Time [s] 0.8 1 x 10
4

4.6 4.4 F [N] 4.2 4 3.8

x 10

3.6 -5

0 z [m]

5 x 10
-3

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Bellow-tank subsystem
Frequencial analysis Dynamic stiffness Damping

Simpack Diffrential 12 Stiffness [N/m] 10 8 6 4 2 0 5 10 15 20 Frequency [Hz] 25 30 Damping [-] x 10

5

Algebraic

3 2.5 2 1.5 1 0.5 0 0 5 10 15 20 Frequency [Hz] 25 30

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Numerical method
Multibody
Hybrid system
Si m

pac k

Pneumatic
Sim

k ulin

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Numerical method
Co-Simulation 2 process integrated in parallel Interaction at fixed time step

Multibody (Simpack ) Model Pneumatic MatlabSimulink Model

& L z, z,

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Contents
Railway vehicle description Classical railway vehicle Secondary pneumatic suspension Modelling and numerical methods Multibody Pneumatic Co-simulation Application Delta Q/Q Curve entry
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Actual vehicle analysis

Main characteristics No anti-roll bar 4 point suspension Auxiliary tank in the bolster No pipe between the bellow and the tank algebraic model for the orifice Pressure source connected to the auxiliary tank
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Essai DeltaQ/Q
Description of the test Stationary vehicle Wedges placed under some wheels Experimental observations Carbody oscillations Overloaded bellows:
Air admission through levelling valves

62 mm

Unloaded bellows :
Air exhaust through levelling valves Air exhaust through safety valves

Differential valves engaged

Bad comfort
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DeltaQ/Q test
40 Displacement [mm] Front left 40 20 0 -20 0 10 20
Rear left

Front right

Reference configuration No equilibrium Exhaust valve engaged beginning of oscillations Air admission on one side, air exhaust on the other side

20 0 -20 30 40

0
40 20 0 -20

10

20
Rear right

30

40

40 Displacement [mm] 20 0 -20 0 10

20 Time [s]

30

40

10

20 Time [s]

30

40

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12

DeltaQ/Q test
Smaller pipe orifice Large oscillations avoided Safety valve engaged after 50s
40 Dplacement [mm] 20 0 -20 0 40 Displacement [mm] 20 0 -20 0 20 40 Time [s] 60 20 40 Rear left 60 40 20 0 -20 0 20 40 Time [s] 60 Front left 40 20 Front right

no equilibrium
40 30 Displacement [mm] 20 10 0 -10 -20 -30 0 10 20 30 40 Time [s] 50 60 70 Rear right

0 -20 0 20 40 Rear right 60

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DeltaQ/Q test
Differential valve modification
|p pga < 2.25 2.25 bar bar ga-pdr| >

pga

pdr

pga pa

pdr

airflow between auxilary tanks

40 30 Displacement [mm] 20 10 0 -10 -20 -30 0 20 40 Time [s]

air exhaust to atmosphere

Rear right

60

80

100

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Curve entry
Curve radius Initial speed 100 m 10 m/s

lateral accelertation 1 m/s Empty carbody

0 0

Full load

-0.5 Roll angle [] Roll angle [] 0 20 40 Time [s] 60 80

-0.5

-1

-1

-1.5

-1.5

-2

-2

20

All valves connected Safety valve disconnected Levelling valve and safety valve disconnected

40 Time [s]

60

80

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Conclusion
Pneumatic modelling Model of the bellow-tank Model of the complete circuit (valves) Study of an actual vehicle system Analysis of an experimental problem Solution proposal investigation Future work 1D model of the pipe Better description of the valves Comparison of the various pneumatic circuit configurations
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